Car construction



Jan. 8, 1946.

J. F. MONGER 2,392,759

. GAR CONSTRUCTIQN Filed July l5, 1943 2 Sheets-Sheet IL J. F. MONGER CAR CONSTRUCTION Jan. 8, 1946.l

Filed July` l5, 1943 2 Sheets-Sheet 2 James F fifa/ger Patented Jan. 8, 1946 UNITED STATES PATENT OFFICE CAR CONSTRUCTION James F. Monger, Chicago, Ill.

Application July 15, 1943, Serial No. 494,759

(Cl. S-14) 2 Claims.

This invention relates to improvements in car construction, and more particularly the diaphragm face plate and buier construction' of railway passenger cars of the vestibule type.

One object of the invention is to provide a railway passenger car having buffer and vestibule structure at the ends thereof of simple design, which comprises few parts and is of rugged construction. 1

Another object of the invention is to provide simple and eflicient supporting means for the vestibule diaphragm lface plate of the car including spring means which is associated with the upper end of the diaphragm face plate comprising a leaf spring having sliding connection with supporting means on the end of the car, whereby wear of the spring is eliminated.

A further object of.the invention is to provide in a car end structure of .the character described a bufling mechanism including a buffer face plate to which the bottom end portion of the vestibule diaphragm face plate is attached, wherein the buffer face plate is in the form of a one-piece member, thereby greatly simplifying the structureand reducing thenumber of parts of the car end structure'.

In the drawings forming a part of this specification, Figure 1 is an end elevational view, partly broken away, of the vestibule end portion of a passenger car illustrating my improvements in connection therewith. Figure 2 is a horizontal sectional view, corresponding substantially to the line 2 2 of Figure 1. Figure 3 is a transverse vertical sectional View, on an enlarged scale, corresponding substantially to the line 3--3 of Figure 2. Figure 4 is a transverse vertical sectional view, on an enlarged scale, corresponding substantially to the line 4 4 of Figure 2. Figure 5 is a horizontal sectional View, corresponding substantially to the line 5--5 of Figure l. Figure 6 is a longitudinal vertical sectional View, corresponding sustantially to the line 6-6 of Figure l. showing the main buier stem in elevation.

In said drawings, Ill indicates the end wall of a. vestibule passenger car, II the vestibule diaphragm face plate, and I2 the diaphragm proper which is connected at its inner end to the end wall IIJ of the car and has the face plate I I at the outer end thereof secured thereto in the usual manner. The lower end of the face plate is connected to the builing mechanism of the car which is carried by the end platform I3. The platform I3 slidably carries the center buffer stem I4 and side stems I5--I5. The usual threshold plate is indicated by II. The I-beam end posts of the car are indicated by I'I-I 1. l

In carrying out my invention, I provide a onepiece buffer face plate A to which the bottom end portion of the diaphragm face plate I I is secured; a diaphragm spring B at the upper end portion of the diaphragm face plate; a supporting bracket C on the face plate for the spring B; stationary supporting bearing brackets D,-D on the car; and movable diaphragm spring supporting brackets E-E cooperating with the brackets The buier face plate A, which is preferably in the form of a casting, has a horizontal top wall I8 and a depending front'wall I9 at the front edge thereof. The top wall is reinforced by bot# tom ribs 20 extending lengthwise of the car, and the front wall is reinforced by spaced horizontal ribs 2I-2I at the rear side thereof extending transversely of the car. At the central portion thereof, the wall I9 has vertically extending spaced ribs 22-22 connecting the ribs 2I-2I, thereby providing a rectangular pocket or seat 23 within which a hardened wear plate 24 is accommodated. The wear plate 24 is fixed to the wall I9 of the buffer faceplate A by a rivet or similar securing element 25 extending through said wall and plate. f

The depending front wall I 9 projects beyon the opposite side ends of the wall I8, as indicated at 2li-25, said projecting portions of the Wall lI9 being cut out at the front side of the plate, as

indicated at 21-2'I, to accommodate the lower ends of the side members 28-28 of the diaphragm face plate II. The horizontal top wall I8 of the face plate A is of the outline shown in Figure E,A having a transverse straight rear edge 29 vand forwardly diverting side edges 30--30 extending from said rear edge to the straight side edges 3I 3l.

The buffer face plate A is supported in the usual manner by the buier side stems I5-I5, which are pivotally connectedthereto, as is common practice in railwayvpassenger car construction. The center stem I4 cooperates with central portion of the buffer face plate and engages with the per end. The diaphragm face plate Il is of the usual type having spaced vertical side members 28-28 connected at the top by a transverse mem; f

ber 32. The top edges of the member 32 are inclined upwardly toward the central portion of said member, thereby providing a peak portion 33.

The supporting bracket C is secured to the in# Vner side of the top member 32 at the peak thereof.

The bracket. C comprises a vertically disposed, substantially rectangular platelike section 34 having horizontally disposed, inwardly projecting top and .bottom anges 35-35 of substantially 35-35 to the rear of the spring B. The leaf of Y side thereof. This'leaf is indicated by 41.

a pair of rivets 36-36 extending through the Y member 32 of the face plate and the wall 34 of the bracket. The supporting brackets D-D, which are two in number, are' secured to the car wall lil at op# posite sides of the vestibule diaphragm l2, above the latter, in horizontal alignment with the brack-v etY C... Each of the brackets D is in the form of avhollow .block having a concavely curved verticalHfron't wal131 and top 'and bottom curved angesor tongues 38--38 forming continuations of saidfront wall 3.1. f The blocks'D-D are preferably welded to the wall: Hlv of the car but may be: secured theretoin any other Well known mannel'.

The' movable spring supporting `brackets E-E are in-'the form of shoes having tongue and` groove sliding connection with the xed brackets D-D. Each bracket` `E comprises a vertically disposed, longitudinally curved, platelike section 39 whichV is of the same Vcurvature as the concave wall 31 of-.the' cooperating bracket D and bearsV on said wall of the latter'. At the top and bottom thereof,v the platelike sections have rearwardly extending', horizontal, top and bottom flanges 40-40 having, respectively, downturned and upturned edge'portions 74|, said turned portions being concentrically curved to the plate section 39, thereby providingtop and bottom guide grooves 42-42 adapted. to receive the guide tongues 38-38 of the corresponding stationary bracket D. The brackets or shoes E--E are' thus mounted for sliding movement on the brackets D-D respec-f tively. Each bracket E has forwardly projecting, vertically aligned, topY vand bottom ears '43-43 near the outer endsV thereof and a forwardly projecting lug 44 outwardly of the ears and located between said ears. Y f

The spring B, which comprises a plurality of leaves,l of different lengths, is bowed outwardly away -from the end of the car and is centrally anchored to the bracket C. The central portion of said spring extends through the bracket C and is embraced between the top and bottom flanges 35-35 of the latter. That portion of Athe leaf spring-VB, which is housed within the bracket C, is shown as enclosed by the usual sleeve 45. The springis conned within the bracketl C by a bolt 46. extending through the topA andbottom anges greatest length of the spring B is at the rear The opposite ends of the leaf 41 are doubled over as shown in Figure 2 and said doubled ends are bent into hook shape, as indicated at 48-48, said hook ends 48-48 being anchored to the movable vbrackets or shoes E-E lby pins 49-49 with which said hooked ends are engaged. The hookedY portion at each end of the spring B, is embraced between the ears 43-43 of the bracket and is conned between said ears by the pin 49'which extends through said ears in front of the doubled end portion of the leaf 41. The back of the outer end portion of the hook -48 at each end of the` leaf 41 bears on the stop lug 44 of the corresponding bracket E, thus preventing slippage of the hook which might result in accidental disengagement of the same from the bracket.

Inasmuch asv the spring supporting brackets E-E to which the spring B is anchored have Y sliding movement ongthe fixed blocks D-D`,the

ends of the spring are subjected to very little wear, if any, as the spring is compressed and expandsduring inward vand outward movement of the diaphragm face plate', thus preventing :br'eake age of the spring and greatly prolonging the life thereof. n

I have herein shown and described what Il now consider the preferredv manner of carrying out my invention, but thesame is merely illustra.- tive and I contemplate all changes and modifi; cations that come within the scope of the claims appended hereto. Y

I claim: I

l. In a vestibuled railroad car having. anfen'd wall, the combination with a diaphragm facie plate at the end of the car outwardly vof said endwall; of an elongated leaf spring anchored between its ends to the inner side` of said face plate; apa-ir of laterally spaced fixed brackets on said end wall, said `brackets having upstandin-g and de"-v pending, curved guide ribs at the top andA betteln edges thereof; and shoes anchored to opposite ends of said spring, said shoes having curved guide grooves slidably engaged with the curved ribs of said brackets. Y

2. In a vestibuledy railroad carhaving an end wall,V the combination with a diaphragm'. face plate at'the end ofthe car, outwardly of said end wall; of a pair-of laterally spaced supporting brackets fixed to said end wall', each of saidbrack` ets having a concavely curved front wall. and top and .bottom concavely curved anges forming. coni tinuations of said curved.- wall; a shoe' cooper-v ating with each of said xed brackets, each of said shoes having. a convex face' engaging said' concave wall of the corresponding bracket, each shoe also having curved. guide grooves within which said curved anges of thebracket are slidably engaged; and an elongated bowedlea-f spring having its opposite ends Vanchored to' said shoes, said spring being anchoredv .between its: ends to said face plate.

JAMESVF.. MONGER. 

